Triple-valve device.



W. V. TURNER.

TRIPLE VALVE DEVICE.

APPLICATION FILED 3321225, 1908.

Patented Sept. 6, 1910.

ZSHEETB-BHEBT 1.

INVENTOR 45, 1 y Amy.

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W. V. TURNER.

TRIPLE VALVE DEVICE. APPLICATION FILED SEPT. 25, 1908.

Patented Sept. 6, 1910. 7 Q to 2 BHEIETS-BHEET 2.

' citizen of the United States, residing at able abutment for actuatingsaid valve in "the brake cylinder through a safety valve device are allgoverned by a single operat- I normal full release position; Fig. 2 asimilar rmITED s'rarns r FEE};

WALTER V. TURNER, OF EDGEWOOD, PENNSYLVANIA,'ASSIGNOR TO THE WESTING-HOUSE AIR BRAKE COMPANY, OF PITTSBURG, PENNSYLVANIA. A CORPORATION OFPENNSYLVANIA.

TRIPLE-VALVE DEVICE.

Specification of Letters Patent. Patented Sept, 6, 1914)..

Application filed September 25, 1908. Serial No. 454,776.

To all whom it may concern:

Be it known that I, WALTER V. TURNER, a

Edgewood, in the county of Allegheny and- State of Pennsylvania, haveinvented new and useful Improvements in Triple-Valve Devices, of whichthe following is a specification.

This invention relates in general tofluid pressure brakes, and moreparticularly to the emergency valve mechanism of a triple valve device.

It has been proposed to employhn emergency valve mechanism comprising aslide valve contained in a valve chamber open to the local brake pipevent passage and a movemergency applications of the brakes to open avent port from said valve chamber and thereby locally vent the brakepipe. A construction of this character is desirable as the brake pipepressure acts on the slide valve at all timesin a direction tending tohold same to its seat.

One object of my invention is to provide an improved emergency valvemechanism of the above character having means for securing a morepositive and certain action of the parts in emergency applications, forwhich purpose I employ an actuating abutment comprising differentialheads normally subject in one direction to brake pipe pressure andoperated by varying the fluid pressures on one of the heads when thebrake pipe pressure is reduced.

Another object of my invention is to provide an improved emergency valvemechanism in which the local brake pipe vent'port, the supply of airfrom an additional source of fluid pressure and communication from ingabutment.

In the accompanying drawings; Figure 1 is a central sectional view of atriple valve device embodying my improvements, showing the relativeposition" of the parts in view, showing the parts in emergencyapplication position; Fig. 3 a similar view, showing the parts inemergency lap position; Fig. 4 a fragmentary section of the triple valvedevice with the partsin service application position; Fig. 5 a similarsection of the 1 triple valve device comprises a casing 1 hav-.

ing piston; chamber 2 containing piston 3, valve chamber 4 containingmain slide valve 5 and auxiliary valve '6 mounted 'on and havingamovement relative to said main slide valve, the piston chamber 2 beingcon nected in the usual manner by a passage 7 with the brake pipe andthe valve chamber 4 being open to the auxiliary reservoir. lhe emergencyvalve mechanism is preferably arranged in the triple valve-casin 1 andcomprises a difierential piston having two heads 8 and 9 adapted tooperate respec-' tively in piston chambers 10 and 11, an emergency slidevalve 12 and an auxiliary valve 13 mounted on and having a movementrelative to the valve 12 said Ivalves being contained in the valvechamber 22. Local brake pipe vent passage 14 containing the usualnon-return check valve 15, opens into valve chamber 22.

The-brake cylinder passage 15 is provided with two branch passages'lGand 17 opening at the seat of the emergency valve 12.

The safety or reducing valve communicates with passage 18 which opensinto apassage 19 leading to the seat of the emer-. gency slide-valve andalso opening at the seat of the main slide valve and having a branchpassage 20 which likewise leads to the main slide valve seat. A passage21 connectsthe piston chamber below piston head 9 with the main slidevalve -seat and the supplemental reservoir is connected to a pipe andpassage 23 leading to the seat of emergency slide valve 12 and having abranch passage 2% leading to the seat of the main slide valve 5.

Air supplied to the brake pipe drives the triple piston 8 to its fullreleaseposition as shown in Fig. 1 and flows-through the food groove 25around the triple piston charging the auxiliary reservoir and valvechamber 4 to standard pressure in the usual manner.

In the full release position, a cavity 26 in the main slide valve,connects exhaust port 27 with port 19 and a cavity 28 connected bypassage 29 with cavity 26 registers with passage 21, so that the outerface of piston head 9 is open to atmospheric pressure and consequentlyair from the brake pipe fiowing past check valve 15 through passage 14enters valve chamber 22 and acting on piston head 8 forces the emergencyvalve parts to their outer position, in which a cavity 30 in theemergency slide valve 12 connects passage 19 with branch passage 17leading to brake cylinder passage 15. Consequently the brake cylinder isopen. to the exhaust throughthe emergency valve and the passage 19leading to the safety valve. The space between the piston heads 8 and 9is connected by a passage 31 through a cavity 32 in valve 12 with apassage 33 leading to the seat of main slide valve 5 and through a port34 in said main valve registers with the passage 33, so that air flowingfrom the brake pipe to valve chamber 22 may pass around piston head 8,which is loosely fitted in chamber 10, and thence through passage 31,cavity 32,'passage 33, and port 34 to the valve chamber 4 and therebyassist in the quick charging of the auxiliary reservoir.

The supplemental reservoir is charged by means of a through port 35which registers with passage 24 leading to the supplemental reservoirpipe 23. g}

The parts being" thus charged to the normal standard pressure carried inthe system, if it is desired to make a service application of thebrakes; the brake pipe pressure is reduced and then the preponderatingauxiliary reservoir pressure causes the triple piston to move out toservice position, the auxiliary valve 6 being first moved relatively tothe main slide valve 5 so as to close the ports 34 and 35 and uncoverthe through service port 36. The main slide valve is then shifted andservice port 36 is brought into register with passage 19, so that fluidfrom the auxiliary reservoir may flow through passage 19, cavity 30 inthe emergency valve 12, and passage 17 to the brake cylinder. In thisposition a cavity 37 in the auxiliary valve 6 may also connect throughports 38 and. 39,,as shown in Fig. 4, which latter ports registerrespectively with passages 20' and 33, so that air may flow from thebrake pipe through port 14 to valve chamber 22 and thence around pistonhead 8, through passage 31, cavity 32, passage 33, port 39, cavity 3port 38, passage 20, passage 19, and cavity 30 in emergency slide valve12=to brake cylinder port 17, thus providing a quick service vent fromthe brake pipe to the brake cylinder, to hasten the serial action on thecars in service applicaa tions of the brakes,

It will be noted that in service position the cavity 28 is still inregister with'passage 21, so that the outer face of head 9 --remains atatmospheric pressure.

Upon equalization of auxiliary reservoir and brake pipe pressures thetriple piston moves back to lap position in the usual manner, closingservice port 36 and cutting off the quick service vent port.

The brakes may be released by increasing the brake pipe pressure,whereupon the triple piston is shifted to release position and the brakecylinder pressure is released to the atmosphere, while the rechargingports are opened so as to again charge the parts to normal standardpressure.

Upon sudden reduction in brake pipe pressure the triple piston isshifted its full traverse to emergency position, as shown in Figs. 2 and3, in which port 21 is uncovered by the movement of the main slide valve5 and fluid pressure from the auxiliary reservoir is supplied to thechamber at the outer face of emergency piston head 9. A cavity 40 in theanain slide valve connects passages 20 and 33 so that communication isopened from the space between piston heads 8 and 9,

through. passage 31, cavity 32 in the emergency slide valve 12, passage33, cavity 40 in main slide valve 5, passage 20, passage 19, and cavity30, to brake cylinder passage 17. A reduction in pressure by flow to thebrake cylinder is thus produced in chamber 11 and as the piston head 8is of less area than head 9, it will be evident that the auxiliaryreservoir pressure on the outer face of piston head 9 preponderates overthe pressures acting on piston head 8 in valve chamber 22 and thereduced pressure on the differential area of piston head 9, so that theemergency abutment is shifted inwardly. During this inward movement ofthe emergency valve parts, in order to assist in and more positivelyinsure the full movement thereof, 1 preferably provide an exhaust port41, and through ports 42 and 43 in the emergency slide valve 12, thelatter ports registering in the normal release position of the partsrespectively with exhaust port 41 and a passage 44, opening into passage31 which The auxiliary emer-- leads to chamber 11. gency valve 13 has acavity 45 and on the preliminary inward movement of the emer gencyabutment, connects the passages 42 and 43. Thus the chamber 11 is venteddirectly to the atmosphere, and as the passages 42 and 43 are providedwith port extensions, the atmospheric connection is maintained until theemergency valve moves to the posit-ion shown in Fig. 5, which is justbefore the brake cylinder port 17 is uncovered by the emergency valve.At this scene? point the valve 12 begins to close the exhaust'port 41and open the brake cylinder passage 17 and preferably when the brakecylinder passage is partly open the exhaust port 41 is entirely closed.Air from the brake pipe then flows through the vent passage 1% to valvechamber 22 and thence through brake cylinder passage 17 directly to thebrake cylinder. The emergency parts finally move to the extreme innerposition as shown in Fig. 2, with port 17 fully open, so that a localreduction in brake pipe pressure is produced for securing quick serialaction of all the triple valves throughout the train in the Well knownmanner. Grooves 46 and 47 are provided to open communication around therespective piston heads 8 and 9 in this inner position of the parts, sothat fluid from the auxiliary reservoir can now flow through passage 21to the chamber at the outer face of piston head 9 and thence throughgrooves 46 and 47 to valve chamber 22 and through brake cylinder passage17 to iliary reservoir pressure into the brake cylinder, and in order tothen return the parts to emergency lap position a spring 50 .isprovided, which is adapted to be compressed by spring stem 51 engagingthe casing in the inner position, so that when the fluid pressuresequalize on the emergency abut-y ment, the spring will return the partsto emergency lap position, as shown in Fig. 3,

in which the grooves 46 and 47 are closed and also the brake cylinderpassage 17. In this lap position a cavity 52 in the emergency slidevalve 12 is adapted to connect supplemental reservoir passage 23 withbranch passage 16 leading to the brake cylinder passage 17, so that airfrom the supplemental reservoir may now flow to thebrake cylinder. Asthe auxiliary reservoir is cnt ofi in this position, the supplementalreservoir pressure equalizes only into the brake cylinder and acorrespondingly higher degree of pressure is thus obtained.

It is to be noted that in the movement of the emergency parts inwardly,the cavity 30 der pressure is retained in the brake cylin'- der. Thecavity 52 will momentarily 'connect the ports 16 and 23 in the inwardmovement of the parts, but the ports do not register long enough toettect any substantial flow of air from the supplemental reservoir tothe brake cylinder.

The brakes may be released after an emergency application by increasingthe brake pipe pressure, whereby the triple piston is shifted inwardlyto normal full release position and port 21 is connected by cavity 28with the atmosphere, thereupon the fluid pressure acting on the innerside of the emergency abutmentx shifts the emergency parts to the normalrelease position, as shown in Fig. 1. Cavity 30 establishescommunication from the brake cylinderp'assage'17 to passage 19, which isnowfconnectedby exhaust cavity 26 with exhaust port 27, so that thefluid in the brake cylinder is released;

It will now be apparent that-the emergency valve mechanism is adapted tobe positively actuated in an emergency, application independently of thebrake pipe pressure, While employing a single compact valve mechan- ISIILfOI' governing the emergency functions of the triple valve device.

Having now described my invention, what I claim as new and desire tosecure by Letters Patent, is

1. In a fluid pressure brake, the combination with a triple valve andbrake cylinder, ofan emergency valve mechanism comprising valve meansfor controlling a local brake pipeventport and an actuating abutment forsaid valve means comprising differential heads normally subject in onedirection to fluid under pressure from the brake pipe and means adaptedupon a reduction in brake pipe pressure to vary the fluid pressure onone of said heads and thereby operate said abutment and'valve means.

2. A triple valve device comprising valve means for controlling thebrake cylinder service port and an actuating piston therefor subject tothe' opposing pressures of the brake pipe and auxiliary reservoir,'andan emergency valve mechanism comprising a valve for controlling a brakepipe ventport ferential heads normally subject in one di rection tofluid at substantially brake pipe pressure and means for venting fluldfrom oneheadupon av sudden reduction in brake valve mechanism comprisingvalve means for controlling a local brake pipe'vent port, an actuatingabutment therefor, comprising dif-- ferential heads normally subject onone side to fluid at brake pipe pressure and means operating in anemergency application ofthe one side and releasing fluid under pressurefromthe opposite side of one head to operate said abutment and valvemeans.

4. In a triple valve device, an emergency and a movable abutmentprovided with difbrakes for admitting fluid under pressure to valvemechanism comprising valve means for controlling a local brake pipe ventport, an actuating abutment therefor, comprising differential headsnormally subject on one side to fluid at brake pipe pressure and meansoperating in an emergency application of the brakes for admitting fluidfrom the auxiliary reservoir to one side and venting fluid from theopposite side of one head to thereby operate said abutment and valvemeans.

5. In a triple valve mechanism, an emergency valve mechanism comprisingvalve means for controlling a local brake pipe vent port, an actuatingabutment therefor having difierential heads both normally subject on oneside to fluid at brake pipe pressure and means operating upon a suddenreduction in brake pipe pressure for admitting fluid from the auxiliaryreservoir to one side and releasing fluid from the opposite side of onehead to thereby actuate said abutment and valve means.

6. In a triple valve device, an emergency valve mechanism comprisingamain valve for controlling a local brake pipe vent port, an actuatingabutment therefor normally subject on one side to fluid under pressure,means operating in an emergency application of the brakes for releasingair from one side of said abutment to actuate the same, and an auxiliaryvalve having a movement relative to said main valve and adapted upon thepreliminary movement of said abutment to open an additional vent portfor releasing air from said abutment.

7. In a triple valve device, an emergency valve mechanism comprising amain valve for controlling a local brake pipe vent port, an actuatingabutment therefor having differential heads one constantly and the othernormally subject to brake pipe pressure in one direction, meansoperating upon a sudden reduction in brake pipe pressure for ventingfluid from the side of the head normally subject to brake pipe pressureto the brake cylinder and for admitting fluid at auxiliary reservoirpressure to the opposite side of said head to operate said abutment andan auxiliary valve having a move- ]ment relative to the main valve andadapted upon the preliminary movement of said piston to close the brakecylinder vent port and open a vent port from said head to theatmosphere.

8. In a fluid pressure brake, the combination with a triple valve,auxiliary reservoir, and an additional sourc of fluid pressure, ofan'emergency valve mechanism comprising valve means for controlling alocal brake pi e vent ort and the sup 1y of air from said additionalsource of mid pressure to the brake cylinder and an actuating abutmentfor said valve means comprising differential heads.

9. In a fluid pressure brake, the combination with a triple valve,auxiliary reservoir, supplemental reservoir, and safety valve forlimiting the brake cylinder pressure in service applications, of anemergency valve mechanism comprising valve means adapted to control abrake pipe vent port, the supply of air from said supplemental reservoirto the brake cylinder, and communication from the brake cylinder throughsaid safety valve and an abut-ment comprising diii'erential headsadapted to actuate said valve meansv according to variations in fluidpressure on one of said heads.

10. In a triple valve device, an emergency valve mechanism comprising amovable abutment having difl'erential heads, one of which is subject tothe pressure of a chamber communicating with the brake pipe ventpassage, valve means for controlling the release of air from saidchamber and means adapted upon a reduction in brake pipe pressure toventair from one side of the other head to actuate the abutment andvalve means andthereby vent the brake pipe.

11. In a triple valve device, an emergency valve mechanism comprising anabutment and valve means actuated by said abutment for opening a brakepipe vent port and supplying air from the auxiliary reservoir to thebrake cylinder and means adapted upon equalization of auxiliaryreservoir and bra kc cylinder pressures for operating said valve meansto open a connnunication from an additional source of fluid pressure tothe brake cylinder.

12. In a fluid pressure brake, the combi nation with a train pipe,triple valve, auxiliary reservoir, and brake cylinder, of an WALTER V.TURNER.

Witnesses WM. M. CADY,

A. M. CLEMEN'rs.

